Hydroaeroplane-pontoon.



H. KLECKLER & C. G. MACGREGOR.

HYDROAEBOPLANE P'ONTOON.

APPLICATION FILED 050.23. 1916.

Patented Nov. 19, 1918.

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HYDROAEROPLANE PONTOON. 1,285,230,

APPLICATION FILED DEC. 23.1916.

Patented Nov. 19, 1918.

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m Pm H. KLECKLER & C. G. MACGREGOR- v HYDROAEROPLANE PONTOON. APPLICATION FILED DEC. 23, I916.

Patented Nov. 19, 1918.

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. CHARLEsGMACGREGOR.

I Mama UNITED STATES PATENT OFFICE.

HENRY KLECKLER AND CHARLES G. MAGGREGOR,- OIE BUFFALO. NEW YORK. ASSIG-NORS 'IllOGUR'JlISS AEROPLANE& MOTOR CORPORATION, A CORPORATION OF NEW YORK.

nYDRoAEnoPLANE-PoN'rooN.

To all whom it may concern:

Be it known that we, HENRY Knuvnnnu and CHARLES G. MACGREGOR, citizens of the United States, residin at Buffalo, in the county of Erie and rtate of New York, have invented certain new and useful Improvements in Hydroaeroplane-Pontoons, of which the following is a specification.

Our invention relates to pontoons-for hydroaeroplanes. The pontoons, in hydroplanin at speed on the surface of the water and in landing or alighting after aerial flight. must sustain the craft and withstand the. enormous hydroplaning and impact strains. at the same time minimize the number of pontoon or landing gear struts, it is ,proposed by the present invention to continue, as it were. the exposed struts into and through the pontoon body for anchorage to the hydroplaning bottom at or near the chines. By continuing the exposed struts in alined planes interiorly of the pontoon and eifectually bracing the inclosed struts or continuations respectively fore and aft, the area over which the hydroplaning and landing strains are distributed is considerably increased and the pontoon made thoroughly etiicient and seaworthy.

As a further object of the invention it is proposed to construct the interior framework of the pontoon of integral and continuously curvilinear floor frames arranged alternately in overlapping relation to provide' a substantial. rigid bottom support. Bulkheads. inclined forwardly; bilge stringers. inwardly removed from the sides of the pontoons; and braces diagonally arranged to uniformly distribute both, hydroplaning and landing stresses effectually throughout the several fioor frames additionally ,characterize the pontoon. In form, the pontoon, from its forward end aft, at the deck, extends rearwardly and upwardly on an easy curve. thence rcarwardly and downwardly, more horizontally; and finally downwardly and rearwardly rather abruptly to the stern.

A pontoon having an elevational aspect somewhat similar to the cross sectional shape of the accepted areoplane wing is thus evolved and the gap between the fuselage or nacelle and the deck of the pontoon made substantially uniform throughout; "This arrangement eliminates the added head re- Inclination of Letters Patent.

To secure maximum strength and Patented Nov. 19, 1918.

Application filed December 23, 1916. Serial No. 138.637.

sistance or drag heretofore existing in maelnncs having a rezu'wardly narrowing gap between the top of the pontoon and the bottom of the fuselage through which air currents are forced to'pass during flight. The hydroplanmg bottom construction of the pontoon "is substantially the usual shape. I

Moreover, the pontoon is given a maximum depth at its forward end from whence it tapers gradually aft.

In describing our invention in detail, reference will be had to the accompanying drawings wherein like characters of reference designate like or corresponding parts throughout. the several views, of which:"

Figure 1 is a side elevation of a hydroaeroplane illustrating the pontoon mount- Fig. 2 is a front elevation illustrating the interior continuations of the exposed landing gear struts;

Fig. 3 is a longitudinal sectional view of the improved pontoon;

Fig.4 is a top plan View with the deck or topside planking removed;

Fig. 11 is a section on the line 11-11 of Fig. 4; and I Fig. 12 is a view similar to Fig. 2 illustrating a hydroaeroplane equipped with a single pontoon.

In' the embodiment-0f our inventionselected for illustration we have disclosed a flying machine equipped with. twin pontoons. InvertedV-arrangedlstruts are utilized as, the pontoon mounting.

The struts of each pontoon, preferably five in number, are, for the most part, arranged in pairs and either extend vertically or forwardly and downwardly from a point beneath thelowermost} supporting surface of the craft. From'said surface, 8, the pairs of vertical struts '9 diverge or spread for connection with the pontoon. The diagonal strut, 9, however, extends forwardly and is anchored to the ontoon at a point well forward substantially directly above a point calculated to receive the maximum hydro planing and landing strains. This arrange ment of the landing gear struts is illustrated advantageously in Figs. 1 and 2.

Interiorly, the pontoon is braced and trussed to continue the exposed. struts in alined planes through the pontoon for contact with the hydroplaningbottom thereof at ornear theehines. This interior bracing together with additional bracing is effective in uniformly distributing the landing and hydroplaning strains respectively forwardly, aft and laterally of the exposed strut anchorages.

From the stem 10, the hydroplaning bottom 11 of the pontoon extends downwardly and rearwardly on an easy curve'as indicated at 12 to a point approximately one third way astern and thence rearwardly substantially horizontallyas indicated at 13 to the stern post 14, the latter being of arcuate form. The deck, unlike the bottom, is curved upwardly and rearwardly as indicated at 15 toa point approximately one fifth way astern and thence gradually rearwardly and downwardly as indicated at 16 to a point approximately three fourths way astern from whence it continues to the stern post 14: on a downwardly and rearwardly inclined urve asindicated at 17. The shape of the pontoon in longitudinal section'and as seen in Fig. 1 may be likened somewhat to the cross sectional shape of the accepted type of aeroplane wing now used, except that its under surface (particularly at its forward end) is slightly convexed.

Through the formation disclosed, the gap intermediate the deck of the pontoon and the bottom of the fuselage or nacelle (see Fig. 1) is made substantially uniform throughout although the desired angularity of the pontoon bottom with respect to the fuselage bottom is maintained.

Floor frames 18, alternately arranged and elliptically convoluted, constitute with bilge stringers 19, chine stringers 20, deck stringers 21 and seam strips 22. a framework of approximate streamline form. The chino stringers 20, from the terminals of the stem 10, extend rearwardly and slightly outwardly to said point of maximum depth and thence rearwardly horizontally and in parallelism to the terminalsof the stern post 14.

The hine stringers are, of course, downwardly curved at the forward end of the pontoon to conform substantially with'thc curvature of the bottom 11. The floor frames, (designated such, because of the one piece formation of the parts commonly known as floors and frames) engage at one end with one or the other of the chine stringers 20, (alternately preferred) from which point they extend inwardly, (collectively affording a supporting base for the hydroplaning bottom 23) to a point laterally removed from the keelson 2a, which they intersect, whereat they are bent elliptically or convoluted to underlie and abut both bilge stringers 19; thefloor frames at their opposite ends overlapping and lying contiguous to such portions as have been described as constituting the aforementioned bottomsupporting base. The contiguously extending portions of each floor-frame not only.

unitedly constitute a supporting means for the chine stringers 20, the bottom planking adjacent the chine stringers 20 and the topside planking 25 also adjacent thereto.

In cross section the hydroplaning bottom 23 is of V-form or salientand braced at the apex of the V by the keelson 24tand at the margins by the chine stringers 20. and fillets 26. The keelson (see Fig. 3) abuts at its forward end the stem 10and at its aft end the stern post 14. intersecting, intermediate its ends, each of the several floor frames 18.

Bulkheads, five in number. and designated respectively 27, 28, 29, 30 and 31, each watertight, subdivide the pontoon, interiorly, into non-communicating -water-tight comparti ments. The intermediate bulkheads 29 and 30 are inclined slightly forwardly from the bottom .33 to better withstand the landing stresses which, as hereinafter pointed out,

are centered on these bulkheads for uniform distribution via braces 32, throughout the hull. These braces 32. in side elevation may be described as A-arranged, an A-brace contacting respectively each bilge stringer 19 and the bulkhead 29 and each bilge stringer 19 and the bulkhead 30, the A-braces of each pair extendin slightly inwardly from said stringers to toe deck. Considered in connection with they exposed struts 9, the A braces 32 may be described as interiorly located prolongations or continuations of said struts. these continuations spreading fore and aft to effectually distribute both hydroplaning and landing strains uniformly throughout the pontoon bottom. The planes of the A-braces and the planes of said 'exposed struts are alined (see Fig. 2).

Compression blocks 33 underlie the deck or topside planking 25 at the apices of the respectively respective A-braces 32. The V-arranged bulkhead-stiifeners 34 engage at their apex end the keelson 24 and at their opposite end the opposed A-bi-aces constituting each pair. Such an arrangement-will prevent buckling of the bulkheads and the top-side planking intermediate the compression pieces or blocks 33. If viewed from either the front to improper landing. 'At their forward end the deck stringers engage with the stem 10 and at their opposite end with the bulkhead 28, thus bracing the bulkhead at a point directly beneath the of the pontoon mounting (see Fig. 1)

Upwardly converging A-braces 35 located fore and aft of the bulkhead 28 function to transmit inertia landing strains laterally to the bilge stringers 19. A forwardly inclined center strut or brace 36 interconnects the pontoon 28 and the keelson 24, the said strut intersecting the bulkhead 27 and with the bulkhead affording a keelson brace soarranged with respect to the hydroplaning'bottom 11 that severe hydroplaning stresses will be uniformly distributed longitudinally throughout the pontoon.

This brace 36 ma be described as a continuation of the forward diagonal strut 9'.

Doubling 37 is arranged to brace the floor frames of each water-tight compartment in the vicinity of arm holes 38 formed in the deck. At the extreme aft end of the pontoon where it is impractical to convolute the floor frames, stifi'eners 39 brace respectively the frames 40 and floors 41. Except at the F bulkheads 27-31,the floor frames are con.-

structed as hereinbefore described.

The peculiar arrangement of struts and braces which support and angularly brace the pontoon cannot be emphasized too strongly. In brace arrangement present to the eye an in.- verted V, and in side elevation an inverted Y, the extensions of the Y or the diverging extremities of the V being completel inclosed within the pontoon.

Not only have we provided a pontoon characterized by a construction in longitudinal section somewhat similar to the cross sectional form of an aeroplane wing but a pontoon having a deck or top surface of a construction avoiding the formation of a rearwardly decreasing gap intermediate its top surface and the bottom surface of the body of the craft in connection with which it is used. Every advantage of the old type forward diagonal strut 9 front elevation the strut and of pontoon is retained with the added ad; vantages afl'orded b the particular construction described together with the material reduction in head resistance or drag.

Although we have described more or less precise forms and details of construction,

ing ourselves thereto as We contemplate changes in form, the proportion of partsand the substitution of equivalents as circumstances may suggest or render expedient and without departing from the spirit of the invention as claimed.

What is claimed is:

1. In a pontoon, bilge stringers, and convoluted floor frames embracing both said stringers.

2. In a pontoon, a keelson, and convoluted floor frames arranged to twice intersect said keelson.

3. Ina pontoon, a keelson, and continuously curvilinear floor frames arranged to twice overlap said keelson.

. 4. In a pontoon, convoluted floor frames terminally contiguous to strengthen the pontoon bottom.

5. In a pontoon, a hydroplaning bottom,

and convoluted floor frames terminally c0ntiguous to collectively constitute a rigid base for said bottom.

6.' In a pontoon, a hydroplanin'g bottom, a keelson, and continuously curvilinear floor We do not intend to be understood as limitframes arranged to twice intersect said keelson and doubly strengthen said bottom.

7. In a pontoon, chine stringers, ellipti cally bent floor frames arranged to terminally overlap and abut at one end one of said stringers.

I 8. In a pontoon, bilge stringers, a keelson, and continuously curvilinear floor. frames arranged to twice intersect said keelson and inclose both said stringers.

9. In a pontoon, chine stringers, bilge stringers, and continuously curvilinear floor frames arranged to inclose the bilge stringers and terminally abut respectively the chine stringer at one side of the longitudinal axis of the pontoon and, the bilge stringer at the opposite side thereof. 7

10. In a pontoon, bilge stringers, bulkheads, and braces inclined respectively both fore and aft of the bulkheads for contact with the respective stringers and the respective bulkheads in unalined planes.

11. In a pontoon, bilge stringers, bulkheads, and oppositely inclined A-braces arranged to brace the bulkheads respectively fore and aft to said stringers.

12. In a pontoon, bilge stringers, a bulkhead, an upstanding forwardly inclined A- brace having its legs arranged for contact with said stringers, and a center strut rearwardly inclined from the keelson for contact with the bulkhead at the apex of the A.

13. In a pontoon, bulkheads, opposed in- 'wardly inclined bulkhead ih-braces and V- arranged bulkhead stiti'eners terminally engaging the apices of the respectiveA-braces;

14. Ina pontoon, a bulkhead, oppositely inclined A-braces arranged'for contact with said bulkhead to brace the pontoon fore and aft, and stringers arranged for contact With the corresponding legs of the respective A-blttCES.

15. In a pontoon, a keelsou, bilge stringers arranged at opposite sides thereof, and means for transmitting compression strains directed against the top surface of the pontoon respectively fore and aft to the stringers and said keelson.

16. In a hydroaeroplane, a body, landing gear struts arranged to extend divergently downwardly in a transverse plane from said body, a ontoon, and longitudinally extending dbwnwardly diverging braces arranged intcriorly of the pontoon in continuation of said struts.

17. In a hydroaeroplane, a body, oppositely and transversely inclined landing gear struts, a pontoon for floating the craft when at rest or when hydroplaning upon the surface of the water, and longitudinally divergent braces arranged interiorly of said pontoon in substantially the alined angular planes of said struts to provide in effect continuations thereof. 7

18. In a hydroaeroplane, a body, a pontoon, oppositely'and vtransversely inclined,

struts interconnecting said pontoon and said body, and means continuing said struts into and through the deck of the pontoon for anchorage at points in the vicinity of the chines thereof.

19. In a hydroaeroplane, a pontoon, a flight resisting mass mounted above the pontoon, oppositely inclined transversely extending struts interconnecting said mass and said pontoon, and downwardly diverging longitudinally extending braces mounted interiorly of the pontoon in substantially the alined angular planes of the struts.

20. In a hydroaeroplane, a pontoon, a flight resisting mass mounted above the pontoon, oppositely inclined struts interconnectingvsaid mass and said pontoon, and braces inclosed Within the pontoon the relative arrangement of the struts and braces being such that in front elevation they present to the eye an inverted V and in side elevation an inverted Y.

21. In a hydroaeroplane, a pontoon, a flight resisting mass mounted above the pontoon, struts interconnecting said mass and menace said pontoon, braces inclosed within the pontoon, the relative arrangement of struts and braces being such that in side elevation they present to the eye an inverted Y. and means diagonally bracing the inclosed pontoon braces in a plane substantially at, right angles thereto.

22. In a hydroaeroplane, a pontoon, a flight resisting mass mounted above the pontoon, oppositely inclined struts interconnecting said mass and said pontoon, a keelson constituting the back bone of the pontoon,

braces arranged to continue the struts within the pontoon IOICOHHECUOH ad acent to its chines, and braces diverging upwardly from the keelson tor connection at the foot of the struts.

23. In a hydroaeroplane, a pontoon, a flight resisting mass mounted above the pontoon, oppositelyinclined struts interconnecting said mass andvsaid pontoon, downwardly diverging braces mounted at the foot of each strut for connection 'with the chines and downwardly converging braces mounted at the foot of the struts for connection with the keelson, said last mentioned braces extending angularly transversely of the pontoon, and the first mentioned braces singularly longitiulinally thereof.

24. In a hydroaeropiane. a pontoon, a flight resisting mass mounted above the pontoon, transversely divergent struts interconnecting the mass and pontoon, longitu- V dinally divergent braces mounted at the foot of the struts, and transversely converging braces arranged between struts, the braces in each instance being inclosed within the p011- toon.

25. In a hydroaeroplane, a pontoon, a

flight resisting mass mounted above the pontoon, transversely divergent struts interconnecting the mass and pontoon, a transverse bulk head, the plane of the bulk head and the plane of the transversely divergent struts correspondin longitudinally divergentbraces mounted at the foot of each strut. the braces at their upper ends abutting the bulk head sides, and transversely convergent braces arranged between the struts in the transverse plane of the bulk head, the braces in each instance and the bulk head being inclosed within the pontoon.

In testimony whereof We affix our signatures.

HENRY KLECKLER. CHARLES s. MACGREGOR. 

